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Singapore bunker tanker operators to rethink operations on MPA 2030 environmental deadline, says GCMD expert

‘It makes absolute sense for Singapore to secure an early seat within the green economy in order to ready itself as a node for the green shipping corridor,’ says Dr Sanjay C. Kuttan, GCMD CTO, tells Manifold Times.
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Sanjay Kuttan

Singapore bunker tankers will likely be using a different type of marine fuel for supporting their operations about eight years from now when the Maritime and Port Authority of Singapore (MPA)’s environmental deadline of 2030 takes effect.

By 2030, MPA aims to reduce absolute emissions from the domestic harbour craft fleet by 15% from 2021 levels through the adoption of lower-carbon energy solutions such as blended biofuel, liquefied natural gas (LNG), diesel-electric hybrid propulsion, and full-electric propulsion.

Dr Sanjay C. Kuttan, Chief Technology Officer at the Global Centre for Maritime Decarbonisation (GCMD), recommends Singapore bunker tanker operators to evaluate the load profile of their vessels before deciding on which low carbon energy solution to choose.

“Though electrification will be the easiest route towards decarbonisation, bunker tanker operators need to be practical and consider how much cargo the vessel will transport, their operating speed and distance when delivering marine fuel to receiving ships,” he told Singapore bunkering publication Manifold Times on the side lines of Asia Pacific Maritime (APM) 2022.

“Also, consideration will be need to be placed on the type of cargo carried and idle time for recharging before deciding on whether a hybrid or full electrical solution will be applicable. It really depends on the age, design and operating conditions of the bunker tanker – not forgetting commercial viability.

“If the age of their vessels restricts retrofitting decisions players can also explore implementing minimally a B15 blend of biofuel mixed with their current fuel consumption to meet MPA’s 2030 requirements.”

Shape Up or Ship Out by 2030

The Singapore bunkering sector will definitely be taking steps to comply with MPA’s environmental target by 2030, affirms Dr Kuttan.

“The International Maritime Organization (IMO) is responsible for overseeing developments made towards international shipping but harbourcraft specifically sits outside its control. Every state can set their targets for the transition to happen and in this case MPA has already set the limit for Singapore’s local shipping and bunkering sector,” he explains.

“Once the government places a compliance target it forces everyone to start rethinking what needs to be done. As such, local compliance is going to force everyone in the bunkering sector to either clean up or lose their license-to-operate.”

Furthermore, Dr Kuttan notes it will be a better decision for marine fuels players to remain relevant in the future green economy due to expected sustainability requirements from clients.

“Future market forces may dictate a scenario when clients start asking for accountability of the total carbon footprint for services rendered. If this is the case, players within the supply chain, including bunkering firms, may need to meet certain standards of a carbon audit or lose their clients,” he says.

“As such, it makes absolute sense for Maritime Singapore to secure an early seat within the green economy to establish itself as a key node within future green shipping corridors.”

Related: Priorities of maritime Singapore have ‘remained on-track’ despite COVID-19, says MPA
Related: Singapore making ‘significant efforts’ to build sustainable maritime hub, says Minister
Related: MPA blueprint prepares marine fuels sector for multi-fuel bunkering transition
Related: MPA: Singapore bunker tanker fleet expected to run on net zero fuels by 2050
Related: Singapore: MPA maritime decarbonisation blueprint sets target for bunkering sector

 

Photo credit: Global Centre for Maritime Decarbonisation
Published: 23 March, 2022

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Methanol

OOCL dual-fuel boxship completes first green methanol bunkering op at Qingdao Port

“OOCL Wisdom” completed its first green methanol bunkering and commenced its maiden voyage to Europe at Qingdao Port on 3 July.

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OOCL dual-fuel boxship completes first green methanol bunkering op at Qingdao Port

​International container transportation and logistics company Orient Overseas Container Line (OOCL) on Friday (3 July) said its first methanol dual-fuel containership, OOCL Wisdom, completed its first green methanol bunkering and commenced its maiden voyage at Qingdao Port.

OOCL Wisdom is the first in a series of seven methanol dual-fuel container vessels. With a maximum capacity of 24,168 TEU, it is currently the world’s largest methanol dual‑fuel container vessel and is deployed on the Asia – North Europe Loop 1 (LL1) service.

Mr. Peter Pan, Director of Trades of OOCL, said: “OOCL Wisdom completed its first green methanol bunkering and commenced its maiden voyage to Europe at Qingdao Port, representing a significant achievement of the deepening collaboration between OOCL and Shandong Port Group, and reflecting OOCL’s steadfast commitment to green and low‑carbon development, digital intelligence and sustainability.”

 

Photo credit: Orient Overseas Container Line
Published: 6 July, 2026

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LNG Bunkering

Zhejiang Province wraps up first cross-regional bonded LNG bunkering operation

“Hai Yang Shi You 302” supplied container ship “MSC Maria Laura” with 3,500 cubic meters of bonded LNG at Chuanshan Port Area, after the bunkering vessel received bonded LNG in Zhoushan.

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Zhejiang Province wraps up first cross-regional bonded LNG bunkering operation

Zhejiang Province on Saturday (27 June) completed its first cross-regional bonded LNG bunkering operation at Chuanshan Port Area of ​​Ningbo-Zhoushan Port, according to Hangzhou Customs. 

Bunkering vessel Hai Yang Shi You 302 travelled to ENN Zhoushan LNG receiving terminal to load bonded LNG. The vessel then supplied container ship MSC Maria Laura with 3,500 cubic meters of bonded LNG at Chuanshan Port Area. 

Zhejiang Province wraps up first cross-regional bonded LNG bunkering operation

Compared with the traditional single-port bunkering model, the cross-regional operation removes the geographical barriers between Zhoushan’s gas supply and bunkering demand in Ningbo’s core port area, enabling cross-port LNG transfer within the province.

“The new operating model addresses longstanding constraints associated with the geographical limitations of LNG supply reloading and tight operational time windows,” said Chen Bangkui, Business Manager at CNOOC Zhejiang New Energy Co Ltd. 

“We can now flexibly source bonded LNG from both Zhoushan and Ningbo, significantly improving operational flexibility and efficiency.”

 

Photo credit: Hangzhou Customs
Published: 6 July, 2026

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Battery

ICCT: China’s electric cargo ship fleet grows 950% in three years

In its latest blog, ICCT says vessel sizes for electric cargo ships have grown significantly, indicating that China is testing the feasibility of electrification for increasingly larger ships.

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July 6, 2026

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The International Council on Clean Transportation (ICCT) recently said China’s fleet of electric cargo ships has grown by 950%, from just four vessels in 2022 to 42 in 2025.

According to its latest blog, electrification is rapidly expanding along inland waterways in the country, offering a pathway to cut emissions, improve air quality, and lower operating costs.

ICCT said electric cargo ships are entering real-world operation at a rapidly growing pace

“Ship types have diversified, from bulk carriers and container ships to multi-purpose cargo ships. At the same time, vessel sizes have grown significantly, with the maximum deadweight tonnage (DWT) rising from around 3,000 tonnes in 2022 to approximately 14,000 tonnes in 2025,” it said.

“This indicates that China is testing the feasibility of electrification for increasingly larger ships.”

Although battery capacity constraints continue to limit sailing range per charge—which typically hovered between 150 km and 400 km from 2022 to 2025—trends show steady improvement; by 2025, electric cargo ships with a range of up to 500 km were already in operation in China.

Inland waterways have become the primary testing ground for electric cargo ship deployment. 

By the end of 2025, 86% of electric cargo ships in China were operating on internal rivers. 

“Nine provinces and municipalities have already launched pilot projects, covering major waterways such as the Yangtze River, the Pearl River, and the Beijing-Hangzhou Grand Canal,” ICCT added.

The blog also explored the opportunities, challenges, and policy actions that could accelerate the shift to electric inland shipping.

“Developing an enhanced subsidy that favors electric vessels, on top of the current vessel trade-in subsidy program, could help reduce the upfront investment burden for electric vessel adoption,” it recommended.

ICCT added that tightening ship engine emission standards toward world-leading levels could increase the compliance costs of conventional-fuel vessels and improve the relative competitiveness of electric ships.

“The electrification of inland shipping in China is already underway; what is needed now is smart policy to accelerate the transition,” it said.

 

Photo credit: CHUTTERSNAP on Unsplash
Published: 6 July, 2026

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